Automatic stopping mechanism for trains.



w. MINGO; JR. AUTOMATIC STOPPING MECHANISM FOR TRAINS.

AIWLIOATION FILED SEP'LZS, 190B.

v973,954. Patented Oct.25, 1910.

2 SHEETS-SHEET l.

. W. MINGO, JR. AUTOMATIC STOPPING MECHANISM FOR TRAINS.

APPLICATION FILED SEPT.23, 1908.

- Patent I Oct. 25,1910.

2 SHEETS-8HEET 2.

" N ED ST ES PATENT- oFFIon,

WILLIAM Mmso, an, or WEI'MAR, Texas.

AUTOMATIC STOPPING-MECHAIT ISM FORizTRAINS.

To all whom it may concern:

Be it known that I, WILLIAM MINGO, J r., a citizen of the UnitedStates,residing at- Weimar, in the county of. Colorado and State of Texas, haveinvented new and -i1se ful Improvements in Automatic Stopping Mechanismfor Trains, of which the follow-f ing is a specification. 3 I Thisinvention relates toautomatic stop-,

ping mechanism for trains, and has for an ob e ct to provide mechanismof this character which may be applied to alocomotive cab, and which,when in operation, will antomati'cally apply the air brake valve, the

sanding valve, the throttle valve, and a whistle.

A further objectof this invention is vto provide a car mechanism'adaptedfor the purpose set forth above withm'eans so that it can be operated bysimple and eifective means located at suitable points along the line.

A further objectis to provide means .ne-

cessitating the engineers attention to lights holding or slgnals ahead,providing means whereby the engineer can obviate automatic stoppage ofthe trains should he have a clear track, or in other words, a train willbe antomatically stopped zit-predetermined points if the engineer isinattentive.

A further object is to provide automatic means forrestoring themechanism and the same normally in an operative position. I 1

Other objects and advantages will be apparent as the nature-of theinvention is bet- "ter disclosed and it will be understood that changeswithin the scope of theclaim may be resorted to without departing fromthe spirit of the invention.

' In the drawings formingaportion of this specification, and inwhichlike numerals of reference indicate similar parts in the severalviews, Figure 1 is a .side view with parts in section showingthe-application of the present invention to a locomotive. Fig. 2 is avertical section through the cab ofthe locomotive. Fig. 3 is aperspective viewof the throttle lever. Fig. 4 is a perspective view ofone.of the trip elements.

Referring now more particularly to the drawings, there is shown alocomotive 1 provided with a steam dome 2 and a sand dome 3. Thelocomotive cab indicated at 4, is of usual construction, and the head 5for the boiler of the locomotive is provided Specification of LettersPatent. Patented Oct. 25, 1910, Application filed September 28, 1908.Serial No. 454,359. l

'with a throttle rack adapted to receive a.-

a locomotive boiler and'is disposed in line withthe freeend ofth'e lever8.-

Hangers or brackets 11 and, 12 extend "fro m'beneath the cab," and asshown, thesaid hangers are provided with alining bearings 13 adapted toreceive a horizontally ,dis-

posed shaft 14: which extends-transversely of the locomotive. The; shaft1 extends outwardly aficonsiderable distance beyond the hanger 13: andis provided witha de-. pending finger 15for-a purpose to be hereinafterdescribed. The shaft has secured thereto drums 16 and 17, whicharemounted 1 concentrically, and adjacent to. the hanfier .12 aneccentrically mounted drum 18 which is thus adapted-to'hold the finger15 nor mally 'in', the positionshown ilrFig. 20f" the drawings.- Thedrum 18 has secured thereto -.one end of a chain or flexible ele- "uponthe throttle valve lever 8.

- controlling element 23 pivotally' mounted ment 19which'is passedaround the pulley- The usual air brake triple, valve is shown I at 24and carries an operating lever 25 which has connected thereto one end ofa chain or similar flexible element 26, the otherend of the said chainor element bein connected to the drum 16.. Suitable pu eys 27 of thecabain or. element,

and 28 are located at the topl are adapted to guide the c in itsmovement as will be readily understood. 'It will, of course,"appearobviousthat the triple. valve is connected as usual f to the air braketrain pipes, and a detail description of such pipes thought to be iunnecessary. The drum 1? receives one end of a chain or flexible element29, the other end of the said chain or element being connected Withalever 30 of avalve31 which valve may receive air in the customarymannerfrom the air brake reservoirs and coin,

veys the same into the sand dome 3 by means of a pipe 32 in order thatsand ma be forced by air pressure through :1 pi e 3 V to be dischargedfrom pipes -34 beneat ,the, drive wheels of the locomotive, as clearly.

shown in Fig. 1 of the drawings. A chain or similar element 35 isconnected atone end to the chain 29 adjacent to the lever 30, and

the said chain is passed over a pulley 36 at the top of the cab and isconnected at its outer end to a valve lever 37 for operating a whistle38.

At each side of the locomotive, and at suitable points along the line isshown a plurality of trip elements 39, each being path of movement ofthe finger 15 at one end of the shaft 14. The shaft 14: is provided withan angularly disposed arm or: lever 44 to which is connected the lowerend of a flexible element 45, the upper end of i the said element beingconnected to a manually operated lever 46 pivotally mounted upon the cabfloor as shown at 4.7. .From

' the construction herein set forth and described it will be seen thatthe drum 18 overbalances the shaft 14 and serves to normally hold thefinger 15 in a depending position, and to also hold' the lever 46 in theposition shown in Fig. 2 of the drawings.

In operation when a train is traveling, it

will be seen that in view of the fact that the trip elements are locatedat, predetermined points along the line of the train they will engagethe depending finger 15,

. unless the lever 46 is actuatcdby the engineer to revolve the shaftl-t so that'the finger 15 will be thrown into an inoperative positionand bymovement of the car it is obviousthat the said finger 15 will bemoved angularly or in an upward position, thus rotating the shaft 14. Byreason of the fact that the drums 16, 17 and 18 are secured to the shaftit willbe understood that they will be revolved upon operation of thefinger Each of the said posts 12 is provided with an inwardly extendingright angu-' larly disposed trip arm 43 disposed in the'a 1 15 and windthereon their flexible elements or chains previously described and willsimultaneously apply the air brake, the throttle valve, the sanddischarge valve and the 1 whistle. By installing mechanism of thedescribed character in locomotives, it will bc'apparent that theengineer must apply fail to note a danger signal it will be seen thatthe train will be immcdiatclv brought to a standstill. Should thesignals not ini dicate a clear track at points between "the tripelements, and should the engineer see l danger ahead at a point near thetrip arm at?) it will only be necessary for him to actuate the leverl-(J wlnch will operate the shaft 14 to cause the finger 15 tomove to aposition where it will clear the trip arm, wherel upon, the throttlevalve may be controlled 1 by the engineer as in the usual manner.

Having thus described the invention, what is claimed as new, is

Train controlling mechanism embodying ating the shaft, one or more drumsmounted upon the shaft, a valve or valves operatively connected with thedrums to be actuated thereby upon rotation of the shaft in onedirection, one of the drums being eccentrically mounted on the shaft tonormally hold the shaft in an operative position, and means connectedwith the shaft and adapted to be actuated to move it in a reversedirection to the movement inlpartml to the shaft by the first namedmeans.

'In testimony whereof I atlix my signature in presence of two witnesses.

\VILLIAM MINGO, Jn.

lVitnesscs H: J. ncnns C \s F R0 J AMES H. Xi-msox.

strict attention to all signals, and should he a revolubly mountedshaft, means for actu-v

